THE THAILAND

TO

BURMA RAILWAY

“THE DEATH RAILWAY’

‘Man’s inhumanity to man’

Matt Walsh

Table of Content

Topic Page Introduction 1 Background 1 The Railway 2 The Work Force 2 ‘F Force Statistics’. 3 Hell Fire Pass 4 Civilians 4 Casualties 4 Disease 5 Japanese Military Code (Code of Bushido) 5 Camps for Prisoners along the Railway route 5 Personalities 6 - Tom Uren MP. 6 - Sir Edward (Weary) Dunlop 6 The aftermath 7 - Kanchanaburi War Cemetery 7 To Day 8 - The end of the line 8 - The Bridge on the River Kwai 8 Map of the Railway Route 9 Kilometre Chart of the Thai- Burma (Death) Railway 10 Bibliography 11 Author 11

This booklet is an initiative of the Defence Reserves Association (NSW) Inc and the Military Police Association Inc. as part of their Schools Military History Program.

Written and compiled by Matt Walsh JP. MLO ALGA. (MCAE) Dip Bus & Corp Law (CPS) © 2005

Published by Matt Walsh 115 Leacocks Lane Casula 2170

The Burma – Thailand Railway “The Death Railway”

Introduction

The ‘Fall of Singapore’ and the building of the Burma to Thailand (Death) Railway are aspects of our military history which will always be linked even though they are different events in the overall campaign of the Japanese invasion and domination of Asia.

The decision by the Imperial General Headquarters (IGHQ) of the Japanese Army to build a railway connecting Singapore to Rangoon and the decision and order by General Tojo to use Prisoners of War (POWs) to build the railway brought about the greatest example of those times of “man’s inhumanity to man” to be seen for a long time to come. On the positive side it showed man’s courage, resourcefulness and care for others in times of despair and hopefulness.

Background

Following the capture invasion and take over of Burma, Thailand, Malaya, and Singapore in 1941/2 the Japanese were developing plans to invade India in during the dry season of 1943/44. To achieve this they needed to build airfields in Burma (now Myanmah) and a railway through Thailand to Burma which would then link the existing railways in Burma and Singapore.

The Japanese plan was to be able to move 3000 tons of supplies each day to supply their Southern Army. The reason the decision to build the railway was made was that they needed to be able to protect the supply route to their Southern Army. Whilst it would be possible to supply Burma by sea from Singapore, it was realised that the allies would try to cut this sea route. The Japanese decides that it was necessary to also have a land route (a railway) between Singapore and Burma.

Part of this route already existed between Singapore and Bangkok and in Burma from Ye to Rangoon. It would only be necessary to join them up through Thailand. Japanese engineers who had previously surveyed the route considered it uneconomical to operate and too costly to build due to the difficult terrain. However in war rational thinking tends to take a back seat and the order was given to construct the railway irrespective of cost in both money and human life.

- 1 - The Railway

The railway was to be 421 kms long and was to be built in two sections. The first being 152 kms starting in Burma at Thanbyuzayat (south of Moulmein) and the second section of 263 km in Thailand starting at Bampong (near Bangkok) with the two sections to meet at Nieke (Nikhe) near what is now known as “Three Pagodas Pass” on the Thai/Burma Border.

A section of the railway showing the difficult terrain

The Japanese engineers estimated that it would take five years to build the railway, however the Japanese army forced the prisoners to complete it in sixteen months.

In mid 1942 General Tojo issued an order that prisoners were to work for the Emperor, and this meant that they were to be employed on building the Thai- Burma Railway. This resulted in the POWs from Singapore being used to build the railway.

Construction commenced on 16 September 1942 (2485 B.E) at Nang Pladook on the junction with the existing railway between Bangkok and Singapore and it was completed on the 17 October 1943 (2486 B.E) when the two sections met at Konkuita at the 263 km point). The Japanese celebrated the occasion on the 25 October with an impressive ceremony.

Examples of rolling stock used by the Japanese on the railway

The Work Force

A number of groups were allocated to work on building the railway and airfields. One of the early groups to arrive was known as ‘Dunlop Force’ and consisted of 7000 British- Australian –Dutch and Americans who had been transferred from Java (Indonesia), the Australians numbered 700. They were to be joined later by “D Force” from Singapore. - 2 - The first troops to leave Changi (Singapore) numbered 3000 and were designated as “A Force” they left in mid 1942 under the command of Brigadier Varley. They first landed at Victoria Point in Burma and were used to build airfields and roads and they eventually arrived at Thanbyuzayat in early 1943 to work on the railway.

The railway and an example of a camp on the river used by our soldiers

The second group to go was designated as “D Force” and consisted of 5,000 men of whom 2,200 were Australians. This group was organised into three battalions and left Changi in March of 1943 and were transported overland by train to work from Tarso (Tha Soe) at the 130 km point.

The next group sent was in April 1943 and was designated as “F Force” under the command of Lt Col Harris a British Officer. This group was made up 3400 British under the command of Lt Col Dillon and 3,600 Australians under the command of Lt Col Kappe of 8 Division Signals the force was to also include a medical party of 350 men. Apparently this was an attempt by the Japanese to keep the men alive and healthy not because they cared about them but because they need to complete the railway on time.

The group departed Singapore by train for Bangkok from where they were marched some 300 km to Sonkurai, which is in the area of the “Three Pagodas Pass” on the Thai-Burma Border

Those who survived the work on the railway returned to Changi (Singapore) in December 1943 and January 1944. Nearly 45% did not return, the death rate of the British was much higher than the Australians. “F Force”

Australians British Total Departed April 1943 for Railway 3,664 3,336 7,000 Returned December 1943 2,636 1,305 3,941 Casualties Died on Railway 1,014 2,013 3,027 Missing on Railway 14 7 21 Died at Changi on return 32 17 49 Total casualties 1,060 2,037 3,097

Casualties % 28.95 61.3 44.24

- 3 - The last group to go was “H Force” made up of 3270 British, Australians and some India Army Officers. They were to leave Changi on the 8 May 1943 and were transported by train to Banpong and then marched to Hin Tok (Hintoku) at the 55 Km point. They were to return to Singapore in 1944 to Sime Road Camp a former School from which they were then transferred to Changi Gaol.

Hell Fire Pass

It was in the area to which “H Force” was sent at Hintok at the 155 km and Kenju at the 166 km point that the infamous ‘Hell Fire Pass” was built in June 1943. Work on the pass took place twenty four hours a day and at this site 68 men were beaten to death.

Civilians

To achieve their target completion date the Japanese used locals and civilians from other conquered countries to assist the POWs. Some 200,000 civilians were recruited under the false pretence of being involved in ‘The Greater East Asia Co-Prosperity Sphere”.

These civilians were treated no better than the POWs and because of their lack of organisation ability and fitness they suffered great casualties

The civilian labourers came from Burma, China, India, Indonesia, Malaya, Singapore and Thailand.

Casualties

Casualties on the railway were very high. Of the 61,700 allied POWs (the Japanese figures say it was 68,888) which was made up of 30,000 British, 13,000 Australians, 18,000 Dutch and 700 Americans, 12,399 died of which 2,646 were Australians, 6,318 were British and the remaining 3435 were from the Dutch and Americans.

The other group which is often forgotten is the civilians (the native labourers) nearly all of whom lost their lives.

- 4 -

Disease

Whilst many of the casualties came about through overwork, malnutrition, beatings, injuries and other causes, the deaths were also contributed to by disease. The many diseases suffered by the POWs were a major contributing factor to the high deathrate.

Some of the diseases suffered by the prisoners were:

Beri-beri: A disease due to a deficiency of Vitamin B found in areas where there is malnutrition, particularly where polished rice is the staple diet.

Blackwater Fever: A complication of Malaria in which there is widespread destruction of the red blood cells.

Cholera: An acute disease caused by an organism which results in severe fluid loss from the intestine.

Dysentery: Infection of the Colon characterised by diarrhoea with blood and is spread by poor hygiene.

Malaria: A disease caused by a parasite and spread by mosquitoes – causes recurrent bouts of high fever.

Japanese Military Code (Code of Bushido)

Unfortunately the number of casualties on the railway was increased because of the perversion of the Japanese Military Code by the ‘Code of Bushido’ – which regards a warrior who surrenders as beneath contempt. This is why many Japanese soldiers committed suicide rather than be captured.

A British General in Burma is reported to have said – “all soldiers say they will fight to the death, but only the Japanese do it”.

The Japanese could not understand why the allies allowed themselves to become Prisoners of War and this together with the fact that Japan had never ratified the POW sections of the Geneva Convention, helped to account for the barbaric, sadistic and inhumane treatment of the POWs.

The situation was not helped due to the hatred of the Japanese for the Korean Guards that they used and the fact that the Japanese Army and Navy did not get on together and they were both responsible for prisoners.

Camps for Prisoners along the Railway route

Example of a hut used by the prisoners along the railway route - 5 - To house the prisoners the Japanese built a series of camps along the route of the railway. Because they were not meant to be permanent they were very basic, constructed of bamboo and offered very little protection for the prisoners from the elements and were certainly not conducive for the effective treatment of injured and sick men.

Some prisoners working in a camp

Personalities

It can be said that many of those served on the Thai- Burma (Death) Railway could be described as personalities. However two who come to mind are:

Tom Uren MP who served for many years as the Member for the Federal Electorate of Reid (an area in the Western Suburbs of Sydney) and he also served as a Minister in various Labour Governments. He was very supportive of returned serviceman and women particularly those who were POWs.

The other was: Sir (Ernest) Edward (Weary) Dunlop

Edward Dunlop was born on 12 July 1927 in the Victorian town of Wangarratta the second child and son of Alice (nee Walpole) and James Dunlop. His first experience with the military was whilst serving as a Corporal in the Universal Training Scheme.

He first studied as a Pharmacist and on graduating in 1928 he applied to study Medicine at Ormond College at the University of Melbourne.

At the outbreak of war Weary Dunlop was in London at St Mary’s Hospital Paddington, he tried to enlist in both the British and Australian armies but his applications were rejected as he was considered to be in a protected industry. A typical Australian Weary did not give and continued to apply for enlistment. His persistence paid off and on the 13 November 1939 he was enlisted as Captain Dunlop of the 2nd AIF and was given a Victorian Regimental Number VX 259.

He was to see service in the Middle East and in the Greek Campaign having by now been promoted to Major. During his service in Greece on the 21 April 1941 he had to abandon his vehicle at the Brallos Pass to avoid capture by the Germans.

He was then to move to the Malayan/Singapore campaign where without his expertise as a Pharmacist/ Doctor/Surgeon many allied POWs would have died. He left Changi for the Death Railway on the 20 January 1943.

- 6 - On his return to Australia he worked tirelessly for the Ex-POWs and their relatives. In 1969 he received a knighthood for all his service to medicine and ex-servicemen and women. 1977 saw him designated as ‘Australian of the Year’. In 1993 he was honoured by Thailand with the award of Knight Grand Cross (1st Class) of the Most Noble Order of the Royal Crown of Thailand.

Weary Dunlop did not hold a grudge against the Japanese and in 1977 he met with the Consul General of Japan and Vice Admiral Saito of the Japanese Marine Defence Force. In 1991 he met with one of his captors Yi-Hah-Nae (Hiramura or ‘The Lizard’) as he was known to the prisoners.

Weary Dunlop

The Aftermath

To gain some understanding of what the men who worked on the railway went through it is only necessary to visit the War Cemetery at Kanchanaburi where the Australians, British and Dutch who died whilst building the railway are buried.

- 7 - To Day

Whilst Kanchanaburi in the 1940’s was a POW camp to day it is a thriving town in which is situated the War Cemetery. It is possible to travel along part of the railway built by the allies from Tha Makham (the true bridge on the River Kwai) to Nan Tok (known to the POWs as Tarso which is at the 130 km point of the original line.

A train crossing the Bridge on the River Kwa to dayi

The end of the line at Nam Tok

Many people have seen the movie “The Bridge on the River Kwai”, whilst fiction it is loosely based on fact. The original bridge built at Tha Makham between October 1943 and February 1943 was originally built in timber but it was quickly replaced by a steel bridge which was completed in May 1943. It is about this bridge that the movie was made. The bridge was subject to bombing by the allies.

The Bridge on the River Kwai - 8 - When the British Officer in the movie told the Japanese that officers did not work, this was an actual statement made by a British Lt. Colonel in “H Force” and he was told by the Japanese “ no work no eat”.

Examples of the bombs dropped on the Bridge on the River Kwai

It was also reported by Frank Smith who was in a work party who were sent to Sonkurai to build a bridge over the Kwai Noi that they marched into the camp whistling ‘Colonel Bogey” to impress both the other prisoners and the Japanese.

Map of the Thai-Burma Railway drawn by a former POW - 9 - Kilometre Chart of the Thai – Burma (Death) Railway

Distances are from Nong Pladuk the starting point of the railway in Thailand.

Distance Location Distance Location Km. 0 Nong Pladuk 2 Konma (transit camp) 273 Teimonta 5 Ban Pong , Banponmai 282 Nikhe, Nikki, Nike 13 Rukke 294 Sonkurai, Songkla, Keungkluay site of 26 Taruannoi, To Reoa , Talua Three Pagodas Pass. Thailand/Burma 39 Tha Muang, Tamuang, Tamoan, border 41 Tung Tung 301 Changaraya 47 Kao Din 311 Anaganan, Aunggganaung 48 Pak Prage 315 “100 Kilo camp” Anganan 49 Tung Na Talea 320 Kyando. Kyondaw 51 Kanchanbauri, Kanburi 332 Aparon, Apalon 55 Tha Marham , Bridge on River Kwai 337 Aparain 57 Chungkai, Kao Poon, Kaopon 343 Mezari, Mezali, Meslai 69 Wang Lan, Wanran, Wun Lung 349 Kami-Mesari, Upper Mezali 78 Tapon, Won Yen, Wang Yen 354 Ronsi, Ronshi 88 Bankao, Bangkao 358 Tansun, Taungsun 98 Takiren, Tarkilen, Ta Ki Len 362 Tanbaya, Tambaya site of a hospital. 108 Arrowhill, Arruriru, Wang Sing 369 Anakuin, Anaqueen, Anankwin 110 Lum Sum 375 Bekitan, Beke Taung 114 Wang Po, Wanpo, Wampo site of a 385 Repo, Retpu double viaduct 391 Konnokoi 121 Chong Cab 396 Rabao, Alepauk 125 Wanyai, Wang Yai 401 Tettoku 130 Tha Soe, Tarso, Ta Soe now Nam Tok 406 Wegare, Wegale, Sin-Tanbyuzaya (New the end of the Railway to day. Thanbyusayat) 139 Tonchan 414.92 Thannbyuzayat Burma Base Camp 147 Tampi, Tampines 155 Hin Tok, Hintoku site of Hell Fire Pass 166 Kanu, Kaanyu, site of several camps 168 Sai Yoku, Kinsaiyok 172 Kinsaiyok Main 181 Rin Tin, Rinten, Lin Thin 190 Kuei, Kuei Ye, Kui Yong 198 Hin Dat, Hindato, site of hot springs 208 Brankassi, Purankas, Prang Kasi 218 Takunun, Dha Khanun, Takanun 229 Namajon, Namajo, Namuchonyai 237 Tomajo, Tamajo, Tamazyo 244 Tamuron Part, Tamuronpato 250 Krian Kri, Kuriankiurai, Kreung Krai 258 Kurikonta 262 Konkuita, Konkoita, Concreeta 262.87 Meeting Point of the Thai and Burma sections on 17 October 1943

The Prisoners often gave English type names to places, the Japanese tended to adapt the Thai names to their own pronunciation to the names. Therefore several variations to place names are shown in the table. - 10 - Bibliography

Bowden Tim. Changi Photographer – George Aspinall’s Record of Captivity. ABC Books 2002 Ebury Sue. Weary – The life of Sir Edward Dunlop. Penguin Books 1994 Macdougall G.K. Australian’s at War – Pictorial History – Five Mile Press P/L 2002 Wall Don. Singapore and Beyond - 2/20 Battalion Association 1985.

The author

Matt Walsh JP. MLO. ALGA (MCAE), Dip Bus & Corp Law (CPS) was called up for National Service in 1957 and received a deferment, by late 1958 he had become tied of waiting and enlisted in his local Citizen Military Forces (CMF) Unit, 19 Coy (Tipper) Royal Australian Army Service Corps (RAASC) at Ashfield. He was later to find out that this was the same unit that his grandfather had served in during World War I.

In 1959 he was finally called up for National Service serving with the 13th National Service Training Battalion at Ingleburn, on completion of his full time training he was posted back to 19 Coy RAASC, until the cessation of National Service in 1960.

In 1961 he re-enlisted in the CMF with 5 Field Squadron Royal Australian Engineers (RAE) and in 1963 transferred to 1 Division Provost Company (Military Police), and then to 2 Division Provost Company, until his discharge in 1969 with the rank of Sergeant.

He has served on the Executive Committee of the Defence Reserves Association (NSW), the Military Police Association of Australia and the Joint Committee for the Commemoration of the Battle for Crete and the Greek Campaign, the Reserve Forces Day Council, the Ashfield RSL Sub Branch and the NSW National Servicemen’s Association and is a Director of The Army Museum of New South Wales Foundation.

He has been awarded the ‘Australian Defence Medal’ and the ‘Anniversary of National Service Medal in January 2006 he was awarded the ‘Australia Day Achievement Medallion’ by the National Australia Day Council in 2007 he was appointed a ”Member of the Order of Liverpool” by the Council of the City of Liverpool. In 2002 he wrote the ‘The History of Ingleburn Military Camp’.

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